JPH0524579Y2 - - Google Patents

Description

[Detailed description of the invention] (a) Technical field of the invention The invention relates to an automatic transmission for a vehicle, and in particular:
The present invention relates to an automatic transmission for a vehicle that controls engine rotation, a clutch, and a transmission in accordance with the operation of a shift tower that commands a shift change, and performs a gear shift based on a shift change command.

(b) Prior art and problems In recent years, position sensors and actuators for operation have been added to ordinary mechanical clutches and transmissions, respectively, as automatic transmission devices to improve the ease of driving and fuel efficiency of automobiles.
Semi-automatic systems have been proposed in which these actuators are controlled by clutch and transmission control means (for example, Utility Model Application No. 59-70608
number, etc.).

This type of transmission has a shift tower and an automatic shift designation switch that designate the shift positions of 1st to 6th speeds and reverse by lever shift and selection operations, and when the automatic transmission designation switch is turned on, the clutch transmission is activated. The control means is configured to automatically shift up or down based on automatic shift data and vehicle speed stored within the control means.

As shown in Fig. 7, when a shift change is commanded by operating a shift tower, this type of device simultaneously performs accelerator full-close control and clutch disengagement control before executing gear shift control, and then changes the gear stage. It was configured to perform control to set the gear to neutral, and then shift to gear shift control. For this reason, in this type of device, there is a lag between the responsiveness of the injection pump and the time at which the clutch disengages.
There was a problem where a violent impact occurred at the moment the clutch disengaged. That is, if the clutch disengagement control is performed at the same time as the accelerator is fully closed as shown in FIG. 8, an impact will occur when the clutch disengages due to the torsional energy of the drive system (the state shown in FIG. 8a).
On the other hand, if the timing of clutch disengagement is delayed until timing _t3 , torsional energy is again accumulated in the drive system as shown in Fig. 8c, and an impact occurs when the clutch is disengaged, as shown in Fig. 8a. That is, unless the clutch is controlled to disengage in a state where there is no torsional energy in the drive system as shown in Figure b, it is not possible to eliminate the impact when the clutch is disengaged.

(c) Purpose of the invention The present invention has been made in view of the above-mentioned conventional problems, and its purpose is to provide an automatic transmission device for a vehicle that can prevent shocks caused by shifting operations.

(d) Structure of the invention In order to achieve the above-mentioned object, the present invention provides a vehicle for controlling engine rotation, a clutch, and a transmission in response to the operation of a shift tower, and performing gear shift control based on the operation of the shift tower. The automatic transmission has a control means that controls the accelerator, clutch, and transmission in response to the operation of the shift tower, and the control means controls the accelerator fully closed by operating the shift tower when the accelerator is fully opened. For vehicles that start, then perform clutch disengagement control when the torsional energy of the drive system due to the engine's driving force becomes almost zero, and then perform control to set the gear to neutral and shift to gear shift control. It is equipped with an automatic transmission.

(e) Embodiments of the Invention The following describes preferred embodiments of the invention with reference to the drawings.

1 and 2 are hardware configuration and control block diagrams of an embodiment of the present invention. In the figure, a transmission 13 is attached to an engine 11 via a mechanical clutch 12, and its output shaft is connected to a rear axle (not shown) via a propeller shaft 14. Further, the engine 11 is provided with a fuel injection pump 15 .

The clutch 12 is equipped with a clutch stroke sensor that detects whether the clutch is disengaged or engaged, that is, whether it has entered the range A (connected state) or the range C (disengaged state) in FIG. 3 based on its stroke amount. 16 and
For example, a clutch actuator 17 for driving the clutch is equipped with a valve. Furthermore, the third
The range B in the figure is a half-clutch state.

The transmission 13 also includes a countershaft rotation sensor 18 that detects the rotation speed of the countershaft, a vehicle speed sensor 19 that detects the rotation speed of the output shaft, and a transmission actuator that shifts the transmission 13. A shift position sensor 21 is provided to detect the shift position of the yuator 20 and the transmission 13. 22 is a clutch pedal position sensor that detects the position of the clutch pedal 23, 24 is an accelerator pedal, and 25 is an accelerator switching device.

Reference numeral 26 is a shift tower installed in the driver's cab that commands the shift stage during a shift change.As shown in Fig. 4, the shift lever 26a can be used to select between reverse R, auto A, 6 ranges from 1st to 6th gear, and A total of 9 ranges, including neutral N, can be selected, and there is a switch inside for each range. Three shift pattern changeover switches 26c ₁ to ₃ are provided on one side of the housing 26b of the shift tower 26.

On the other hand, clutch 12 and transmission 1
Control unit 27 that controls 3
is a shift change control unit 28 that issues a shift change command when shift change requirements are satisfied (when a shift designation operation, etc. is performed normally) based on signals from the shift tower 26 and clutch pedal position sensor 22; When the shift change command is output from the shift change control unit 28, the synchronization speed at the specified shift stage is determined based on the signal from the shift position sensor 21 and the input from the vehicle speed sensor 19 of the transmission 13. A synchronization determination section 29 that calculates the synchronization state and compares the calculated value with the rotation speed (current rotation speed) measured by the countershaft rotation speed sensor 18 to determine the synchronization state; A transmission control section 31 receives a detection signal and issues a drive signal to the transmission actuator 20 via a relay box 30, and the shift change control section 28
clutch actuator 17 based on the command from
and an engine control section 33 that controls the accelerator switching device 25 to switch accelerator operation from manual to automatic when a shift change command is output.

The shift change control section 28 outputs an alarm signal to the transmission error lamp 34 or the clutch error lamp 35 when a malfunction occurs in the shift change operation. The shift change control unit 28 also causes a shift completion lamp 37 to indicate shift completion and double clutch instruction when the shift change operation is completed, and a double clutch command lamp 38 to indicate shift completion and double clutch instruction when the clutch operation and accelerator operation are switched to manual. case buzzer 3
6, each sends a signal.

In addition, 39 and 40 are the ON relay of the electric brake (exhaust brake) used to quickly obtain synchronization of the transmission 13, and the temporary relay when performing a shift change operation while manually operating the electric brake. 41 is a transmission position indicator that displays the transmission position; 42 is a reset button that resets the shift completion lamp 37, buzzer 36, etc.

The present embodiment has the above-mentioned configuration, and its operation will be explained next based on the flowchart of FIG. 5.

First, shift lever 26a of shift tower 26
In response to this operation, a fully closed accelerator command is output to the accelerator switching device 25 at timing _t0 , as shown in FIG. 6 (step 100). Thereafter, it is determined whether a certain period of time has elapsed (step 102). for example
When 100 msec has elapsed, that is, when the clutch displacement spring is not compressed and the torsional energy of the drive system has become almost zero, a clutch disengagement command is output to the clutch actuator 17 (step 104). ). After this,
Based on the output of the clutch stroke sensor 16, it is determined whether or not the clutch is in the disengaged state, and this process is continued until the clutch is in the disengaged state (step 106). After that, the process moves to step 108, where a neutral command is output to the transmission actuator 20 and the shift position sensor 2
Based on the output of 1, it is determined whether the gear stage is set to neutral (step 110).
Thereafter, when the gear stage is set to neutral based on the output of the shift position sensor 21, a command is output to turn off the neutral valve of the transmission actuator 20, and a command is output to the clutch actuator 17 to connect the clutch. A command to change is output (steps 112 and 114). After this,
Proceeding to step 116, it is determined based on the detection output of the countershaft rotation speed sensor 18 whether the rotation speed of the gear has reached the synchro engine rotation speed. When the determination in this step is YES, the process moves to step 118, and a command is output to the accelerator switching device 25 to turn off the accelerator fully closed command. Next, the process moves to step 120, where a shift change command is output in accordance with the operation of the shift lever 26a. After this, move on to step 122,
A determination is made as to whether or not the shift change has been completed based on the output to the shift position sensor 21. If the determination is YES in this step, the process moves to step 124 and a signal is sent to the transmission actuator 20 to turn off the shift change. is output, and all processing in this routine ends.

(f) Effects of the invention As explained above, according to the invention, before performing gear shift control based on shift tower operation, accelerator fully closed control is started by shift tower operation at all accelerator opening degrees. After this, the clutch disengagement control is executed when the torsional energy in the drive system due to the engine's driving force has become almost zero, making it possible to prevent shock from occurring when the clutch disengages, making gear shifting operations smoother. You can get excellent results by doing this.

[Brief explanation of the drawing]

Fig. 1 is a configuration diagram showing one embodiment of the present invention;
The figure is a block diagram of Figure 1, Figure 3 is a diagram showing the operating characteristics of the clutch stroke sensor, Figure 4 is a perspective view of the shift tower, and Figure 5 is a diagram for explaining the operation of the device according to the present invention. Futochaat, 6th
The figure is a time chart for explaining the operation of the device according to the present invention, FIG. 7 is a time chart for explaining the operation of the conventional device, and FIG. 8 is a time chart for explaining the state of occurrence of impact when the clutch is disengaged. This is a diagram. 11...Engine, 12...Clutch, 13...
...Transmission, 19...Vehicle speed sensor, 2
6...Shift tower, 27...Control unit, 28...Shift change control section, 29...
Synchro determination section, 31... Transmission control section, 32... Clutch engagement control section, 33... Engine control section.

Claims (1)

[Scope of utility model registration request] Engine rotation in response to shift tower operation,
An automatic transmission for a vehicle that controls a clutch and a transmission and performs gear shift control based on the operation of a shift tower, which has a control means that controls an accelerator, a clutch, and a transmission in response to the operation of a shift tower. , the control means starts the accelerator fully closed control by operating the shift tower when the accelerator is fully opened, and then executes the clutch disengagement control when the torsional energy of the drive system due to the engine's driving force becomes almost zero. An automatic transmission device for a vehicle is characterized in that the automatic transmission device for a vehicle is characterized in that it then performs control to set the gear stage to neutral and then shifts to gear shift control.